Clutch for fare registers



April 25, 1944. MAGEQCH 2,347,425

CLUTCH FOR FARE REGISTERS Filed Feb. 20, 1941 4 Sheets-Sheet l \NVENTOR HARRY YALE MAGEocH BYX gig ATTORNEY April 25, 1944. H. Y. MAGEOCH CLUTCH FOR FARE REGISTERS Filed Feb. 20

r n V/V// ////Y INVENTOR HA Y YALE Mhegocv BY M ATTORNEY April 25, 1944. MAGEOCH 2,347,425

CLUTCH FOR FARE REGISTERS Filed Feb. 20, 1941 4 Sheets-Sheet 3 INVENTOR HARZY .YA LE M AGEOCH BYf ATTORNEY April 1944' H. Y. MAGEOCH 2,347,425

CLUTCH FOR FARE REGISTERS Filed Feb. 20, 1941 4 Sheets-Sheet 4 INVENTOR HA Y YALE MPIGEOCH ATTORNEY Patented Apr. 25, 1944 2,347,425 CLUTCH FOR FARE REGISTERS Harry Yale Mageoch, Philadelphia, Pa., assignor to Electric Service Supplies Company, Philadelphia, Pa., a corporation of Pennsylvania Application February 20, 1941, Serial No. 379,779

4 Claims.

This invention relates generally to registers and more particularly to an improved'constructicn of clutch mechanism for controlling the operation of rare registers.

Among the principal objects of the present invention is'to provide a clutch mechanism which is automatically operative to insure accurate indexlng of the numerals in relation to the sight window through which the total number of fares registered is observed. In this connection, it is pointed out that the clutch mechanism of the pres t invention is adapted for use in connection th that type of fare register wherein a plurality of numeral wheels are coaxially arranged for rotation about a common shaft, each of these wheels being provided with a series of circumferentially spaced digits reading from to 9,? the wheels being operatively so related that successive actuation of the register presents successively to'view the digits appearing on the last wheel of the series, then presents successively to .view each digit on the next succeeding wheel for each complete revolution of the last wheel, in the series, each wheel in the series being rotatedto present a succeeding numeral to view when the' wheel immediately preceding it makes a complete revolution. It is imperative that in the operation of this type or rare register that the numerals on the successive wheels line up with one another along a line paralleling the common shaft of the numeral wheels, this in order that all of the digitsoi the total number offares registered be clearlywisible in the sight window usually provided in the casing for the mechanism; 1 Generally, this sight window is of a width just sufllcient to expose to view the aligned digits when the latter centered in the window. t

Heretorore and prior to this invention considerable difllculty' has been encounteredJn atare properly tempting to prevent overrunning or. under-runregister. this being due to the fact that the increments of over-running or under-running'are additive and combine to produce erroneous indications in the register. a

The present invention has as one of its principal objects the provision of a clutch mechanism to insure complete appearance of each numeral in proper relative position in the side window upon each actuation of the-register by the operator thereof, this result being obtained by the present'mechanism even though the driving motor therefor continues to coast after the current supply to the motor is cut off.

The present invention also provides for the successive appearance of a plurality of sequential numerals at the will oi theoperator by a single prolonged operation of the switch controlling the operatlon oi the rare register, thereby making it possible to register as many fares as may be desired upon a single actuation of the controlling switch. In everyinstance,-however, over-running as well as under-running of the numeral wheels in relation to the fixed side window is effectually precluded even though the motor continues to coast after-the power supplied thereto is interrupted. V A further and important object of the present invention is to provide in a register of the character hereinabove referred to antimproved construction of clutch mechanism which insures against over-running as well as under-running of the numeral indexing mechanism, andat the same time provides for simultaneous mechanical and electrical disconnection of the main driving member, 1. e., the electric motor and its driving shaft, from the driven'members otthe mechanism by which the several numeral wheels are successively indexed in the proper position.

A still further object is to provide an improved construction of a clutch mechanism for a fare register wherein all of the foregoing objectives are attained without placing any undue stress or load upon any part oi theiare registering mechanism. the arrangementbeingsuch that immediately upon disengagement or the clutch, which is efiected automatically as a fare is registered, the main driving member or the 'fare registering mechanism, to wit, the motor, is freed of all load so that, even though the motor continues to operate, further actuation of the fare registering means is precluded. The arrangement is such, however, that, if desired, the current supplied to the motor may be interrupted simultanecuslyas the'clutch is disengaged, in which event the motor may continue to coast without actuating the fare registering mechanism.

Still another object is to provide a clutch mechanism of such design and operation as to provide for positive interlock between the driving and driven members oi the mechanism and so consequently provide for the use of full available torque at the point of connection between said driving and driven members for ultimate transmission of the driving member of the clutch.

A still further object is to provide a clutch mechanism of such design and operation as to insure that the numeral wheels come to rest only at predetermined established points without necessarily interrupting the operation of the prime mover, that is, the electric motor.

Further, it is an object of the present invention to provide an arrangement whereby any number of fare registers may be operated independently of each other through the use of a corresponding number of clutch units and all of which may be driven by a single motor, the several clutches being ooaxially arranged upon a common shaft which is driven by the motor, each clutch being adapted to be individually actuated to control the operation of the fare register immediately associated therewith.

Still further objects and advantages of the invention, such as those relating to economies in manufacture and operation resulting from the particular design and oonstructio of the present mechanism will appear more ful y hereinafter, it being understood that the present invention consists substantially in the combination, construction, location and relative arrangement of parts, all as will be described more fully hereinafter, as is shown in the accompanying drawlugs and will be pointed out in the appended claims.

In the accompanying drawings, which are illustrative of a mechanism constructed in accordaw th nd mbodyin he i i s of the present invention:

Figure 1 is a front view of the mechanism with the enclosing casing therefor removed;

Figure 3 is a top plan view of the mechanism wherein the enclosing casing is shown in horizontal section;

Figure 3 is a right-hand olevational view of the device as shown in Figurez Figure 4 is a view taken substantially on the line H of Figure '2;

Figure 5 is a somewhat enlarged plan view of the clutch unit of the mechanism, and several of the parts, of the register immediately associated therewith; V

Figures is an end 'elevational view of the clutch unit and associated parts as the' same appears when the register is at complete rest position with the clutch ratchetfree to rotate;

Figure 'l is a view corresponding to Figure 6 but showing the relation of the parts upon energization of the-solenoid Figure 8-18 a similar view showing the clutch in advanced position from that shown in Fig ure 7;

Figure 9 is a view showing the relation-of the clutch and its associated parts as the clutch approaches its initial at rest position as shown in Figure 6:

Figure 10 is a sectional view showing the de tails of construction of the pivoted clutch dog;

Fig. 11 is a view corresponding .to Figure 6 with the outer clutch plate removed;

Figure 12 is a view corresponding to Figure 7 with the outer clutch plate removed;

Figure 13 is a view showing the mounting of the fare registering bell in relation to the actuating device therefor;

Figure 14 is a transverse sectional view of the clutch unit and associated parts taken on the line ld-Hl of Figure 13; and

Figure 15 is a diagrammatic view of a preferred electrical circuit for operating the mechanism of the present invention.

Referring now to the drawings and more particularly to Figures 1 and 2, it will be observed that the fare register as constructed in accordance with and embodying the principles of the present invention is of the general type which includes a plurality of number wheels or drums 10, ll, l2, l3 and I4, each of which is provided with a set of ten circumferentially spaced digits reading from "O to 9, these digits being, of course, spaced uniformly about the circumferential surface of each wheel. These wheels Ill to M are mounted coaxlally upon a common shaft l5 and are so geared to each other that as each of them completes a revolution it rotates the next succeeding wheel one-tenth of a revolution. Thus, as the wheel It! makes a complete revolution, the wheel ii is revolved to the extent of one-tenth of a revolution and, as the wheel I l makes a complete revolution, it in turn causes the wheel ii to rotate through one-tenth of a revolution and so on for all of the numeral wheels. The construction of the register in so far as the assembly and operation of the numeral wheels and their actuating parts are concerned is in accordance with conventional practice and need not further be described herein, it being simply noted in this connection that it is the object of the present invention to insure that the indexing of the numeral wheel I!) is such that each digit thereof appears successively at a given point upon each actuation of the register, the arrangement being such as to preclude any possibility for the numeral wheel Ill and the remaining numeral wheels which are entrained therewith from over-running or under-running as rotation is imparted thereto by the electric motor Ii.

As appears most clearly in Figures 1, 2 and 8, the register mechanism of the present invention is mounted upon a base I l to which is secured in any suitable manner a casing or housing 18 for the mechanism. This casing or housing 18 is provided in one face thereof'with a rectangular opening or sight window l9 which is preferably fitted with glass to render the housing-dustmroof. This sight window It extends transversely across all of the numeral wheels [0 to M and is of a width Just sufllcient to render visible a series "of longitudinally aligned numerals such as those that compose the number 95000 in Figure 1.

Preferably, the register of the present inventlon is mounted with its base I I secured to a vertical surface and. accordingly, it will be understood that Figure2 is a view looking down upon the top of the mechanism, while Figure 1 is a view looking toward the front of it.

The counter mechanism which in the example shown is of the five digit non-reset rotary type, is driven by the motor 18 through a positive clutch which is adapted to be controlled at the will of the operator by means of .an electric switch which is in electrical circuit with and energizes a solenoid to efleot -engagement of :the clutch and to start the motor. In general, the

operation of the mechanism is such that after the solenoid has been deenergized, the clutch will automatically open at a predeterminedly established .point so as to locate one of the digits appearing on the numeralwheel I directly in centered registry with the sight window iii. The operation of the mechanism is such that the numeral wheel it! cannot over-run or under-run upon interruption in operation of the motor, even though the latter should continue to coast, ,nor can such numeral wheel i0 over-run or underrun even though the motor continues to operate under power supplied thereto.

3 The clutch mechanism for controlling the operation of the register will now be described, it being observed in this connection that the motor i6 is connected to and drives, by means of suitable spiral gearing 20, a main shaft 2i which is iournalled, as at 22 and 23 (see Figures 1 and 14), for rotation about. an axis spaced laterally fromand paralleling the common axis of rotation of the numeral wheels iii to M. Secured to the outer end of the main drive shaft 2i, that is, to the right-hand end thereof as viewed in Elguresl and 2, isthe clutch assembly as constructed in accordance with; and embodying the principles of the present invention, this assemlily-being designated by the reference numeral 22' and being shown in more or less detail in Figures to 14, inclusive. The construction of the clutch unit 22 will be described more fully hereinafter, it being simply observed at this point that this clutch unit includes a sleeve 24 (see Figure 14) which is rotatably ,fitted upon the shaft 2l and which is provided at its inner end with a spur gear 25, the latter being rotatable with the sleeve relatively to the shaft 2i This 1 gear 25 engages the gear 26 which is freely rotatable-about the shaft ii of the numeral wheels and which in turn is engaged with a spur gear 21 freely rotatable on the main drive shaft 2!. As appears most clearly in Figure 14, the gear 26 isentrained with the gear 21 through an intermediate gear 28 which isv fixed to and rotates with the gear 23. The gear 26 is inturn entrained with the gear 29 which latter is secured to and rotates with the numeral wheel ill, the gear 27 being connected to the gear 29 through the intervention of an intermediate gear 30 which is fixed to and rotates with the gear 21. This gearingarrangement between the clutch unit and the counter mechanism is most clearly shown in Figure ,14 and itwill beapparent from an inspection of this figure that rotation of the sleeve 24, willimpart a corresponding rotation, through atrain of gears, commencing with gear 25 and endingwith gear, 23, to the first numeral wheel or drum ID. The ratio of this gearing is such that {or each complete revolution of the sleeve 24 and, accordingly, of the spur gear 25, the numeral wheel is rotated through one-tenth of a revolution, that is, to an extent suijllcient to successivelypresent squarely in the sight window i3 each of the digitson the unit numeral wheel Hi.

It will be understood, of course, that the necessary rotation of the sleeve 24 of the clutch unit ls imparted thereto by the main drive shaft 21, which latter is automatically engaged with and disengaged from the sleeve 24 through the interyention oi the clutch mechanism now to be described. As most clearly appears in Figure 14, the sleeve 24 of the clutch unit is provided at itsouter end with a radially extending cam elementBi' which is provided atonepoint in its" peripheral suriacewith a radiallyextending pro- J'ection 32. Secured to the outer face of the cam element 3i are a pair of axially spaced cam plates 32 and 33, these plates being similar to each other and of the general configuration shown most clearly in Figures 6 to 8, inclusive. These plates are secured together in the axially spaced relation shown in Figure 14 by means of suitable spacers 34, it being noted that each of these cams is provided with a circumferential edge which is of gradually increasing radial distance from the center of the cam, the point on the cam edge which is of minimum radial distance from the cam center being joined to the point of maximum radial distance to form an abrupt edge extending radially of the cam,,

the abrupt edges 35 of both cam plates 32 and 33 being in lateral alignmentlwith each other.

Disposed between the cam plates 32 is a 'dog 36 of substantially crescent shape, this dog being pivoted, as at 31 (see Figures 11, 12 and 14), to the inner cam plate 32. Preferably, the pivot employed forthe dog is one of the spacer elements by means of which the cam plates 32 and are secured together. As most clearly appears in Figures 11 and 12, the inner edge of the dog 36 is provided with a single tooth 33 the function" of which will become immediately apparent. The coil compression spring 33 arranged in embracing relation about a pin suitably carried upon the inner face of the cam plate 32 resses against the free extremity 4! of the pivoted dog and imparts a positive spring-pressed bias thereto which tends to swing the toothed portion of the dog inwardly toward the central axis of the clutch unit. The opposite free end ofthe dog is sharply cut oil, as at 42, to provide a surface which may be brought into alignment with the aligned edges 35 of the axially spaced cam plates 32 and 33.

Normally, however, due to the bias imposed upon Operatively associated --with'-the dog 36 of the clutch unit is a ratchet 43, this ratched being pro vided with a plurality of teeth which are adapted to successively engage the tooth 38 of the springpressed pivoted dog 36. As appears quite clearly in Figure 14, the ratchet 43 is provided upon its outer side with an elongated integral sleeve 44 which closely embraces the main drive shaft 2| and which is non-rotatabl'y secured to the latter by means of a set screw 45. It will thus be apparent from the foregoing description that when the dog 36 is in toothed engagement with the ratchet 43, any rotation of the main driving shaft M in clockwise direction will in turn be imparted to the unit numeral wheel l0 through the intervention of the entrained counter driving gears.

-It will also be apparent that when the dog 35 is ratchet 43 and consequently in such case no rotais ,41, of the counter mechanism, this supporting plate 41 including as well the Journaled bearing for one end of the counter wheel shaft l5. The plate 41 serves additionally as the support for a solenoid 48, the latter being disposed with its axis in vertically extending relation. The plunger 49 of the solenoid is suitably secured by means of a pivot pin 60 to a lever this lever being pivoted, as at 52, for movement in a vertical plane. The lever 5| is spaced outwardly from the face of the supporting plate 41 by means of a suitable spacer 53 (see Figures 1 and 2), the arrangement being such that the free end portion 54 of the lever overlies the portion of the ratchet sleeve 44 which projects outwardly of the cam plate 33.

Also mounted upon the plate 48 are a pair of vertically spaced brackets 65 and 56 (see more particularly Figure 3), the bracket 55 serving as the fixed support for an insulated electrical contact member 51. The bracket 56 serves as a fixed support for an upwardly projecting relatively stiff spring member 58 to the upper end of which is fitted an insulated electrical terminal 59. Secured to and carried by the spring 58 immediately below the contact member 69 is a stop lever assembly 60 of the construction most clearly shown in Figure 10. This stop lever assembly includes a clevis member 6| between the arms of which extends a pivot pin 62 and upon which pin is pivoted a stop bar or lever 63 which is provided at its free end with a laterally extending pin 64. The stop lever or bar 63 is normally biased by means of the coll spring 65 to maintain the outer end thereof in constant contact with the peripheral edges of the cam plates 32 and 33, the laterally projecting pin 64 of the stop bar extending across the path of movement of the solenoid-actuated lever 5|. A bumper 65 secured to the base H of the apparatus limits the movement of the stop bar assembly in one direction, while the spring 58 tends constantly to urge the stop bar in a directlon away from the bumper and to an extent sufllcient to cause the electrical contact 59 to engage the fixed contact 51. The general arrangement of the stop bar assembly is such that the free end of the spring-pressed stop bar 63 is normally engaged by the free end of the dog 36 and by the radial edges 35 of the cam plates 32 and 33. In consequence, the stop bar 63, when in the position shown in Figures 3, 6 and 11, interrupts the rotation of the parts of the clutch unit Just referred to and is forcedby the latter against the action of the spring 58 against the stop 65 to thereby separate the contact members 51 and '59.

.,A]$07P1V0t8d to the end plate 41, as at 66, (see more particularly Figure 4) is a cam pawl GL-this pawl being disposed flatwise against the outer face of the supporting plate 41 and being spring-pressed. by means of the tension spring 68, into constant engagement with the peripheraledge of the inner cam 3|. The function of the spring-pressed pawl 61 in relation to'thecam 3| and otherparts of the clutch unit will appear more fully, hereinafter.

:;-.It is preferred that upon each actuation of the register that a bell be sounded and to that end a bell 69 is mounted upon the base I! of the apparatus. Operatively associated with this bell is a clapper if! the arm of which is suitably fixed and carried byone end of a lever H which is pivoted, as at 72, to the inner side of the end plate 41. The opposite end of this lever H 'is provided with a pin 13 which projects laterally through a suitable opening 14 provided in the end plate 41. This opening 14 is of such size and shape as to permit the bell clapper actuating lcvcr H to have a limited movement about its central pivot 12, a tension spring I5 being provided to normally retain the lever 'II in the position shown most clearly in Figure 4. in this position, the bell clapper is just out of contact with the bell. Also, as well clearly be observed in Figure 4, the outer end of the pin 73 is fitted with a roller l6 disposed immediately adjacent the edge of the cam 3| and in the plane of the latter, it being apparent that, as the cam 3i rotates, the projection 32 thereof engages the roller 16 of the clapper actuatlng lever ll and swings it about its pivot 12 against the action of the spring 15. Immediately as the projection 32 passes the roller 16, the lever ll snaps back into its initial position under the influence of the spring 15 and causes the clapper to strike the bell.

Before proceeding with a description of the operation of the mechanism, a description of the wiring circuit is believed to be in order, it being noted in this connection that the solenoid 48 is operative, when energized, to effect closing of. the contacts 55 and 51. Referring now to the wiring diagram of Figure 15, it will be observed that it includes a diagrammatic showing of the terminal block ll of Figure 1, this terminal block including the insulated pairs of termi nal screws IB IB IS -19 and and 80', the terminal screws of each pair being electrically connected together. The terminal screws 78 and 88" are respectively connected to the terminals of a suitable source of supply, such as the battery Bl, while the terminal screws 18'' and 86' are respectively connected to the terminals of the motor I6, the conductor leading from the terminal screw 83 to one terminal of the motor it including therein the solenoid-controlled switch contacts 51 and 59. The solenoid 48 is itself connected across the terminal screws 18 and 19, while a spring return type of gang switch 82 is connected across the terminals 19" and 89*, this latter switch being normally open as shown in Figure 15. The switch contact members 5i and 59 are also normally open, as shown when the mechanism is at rest. Upon closing the switch 82, the solenoid circuit is completed and the solenoid is thereupon energized. Energization of the solenoid 48 results in tripping of the stop lever controlling the action of the clutch dog and so permits the contacts 51 and 69 to be closed under the influence of the spring '58. These contacts 51 and 59 remain closeduntil the same are separated by the action of the clutch unit and, while closed, supply current from the battery Bl to the operating motor ill. It will be understood, of course, that the actuating switch 82 is closed only for the interval oi time suiiicient to energize the solenoid 48, a

single momentary closure of the switch 82 being all that is required to cause the next digit on the numeral wheel 10 to appear in the sight window. However, should the switchfl be maintained in closed position indefinitely, the counter will continue to register a new number for each successive single revolution of the main driving shaft 2|.

For an understanding of the operation of the register as constructed in accordance with and embodying the principles of the present invention, reference is made more particularly to Figures 6 to 9 which show the relative position of the several parts of the clutch unit during various stages in theoperation of the register. Fig-'- ure 6 shows the position assumed by the clutch when the register is at complete rest, it being noted that in this position of the clutch the cam plates 32 and 33 thereof as well as the dog 36 are in engagement with the stop bar 63 and has urged the latter rearwardly against the response of the spring 56 so as to separate and maintain open the contact members 51 and 59. It will further be observed that in this position of the clutch, the dog 36 is pressed outwardly away from th central axis of the clutch so that the ratchet 43 is free to rotate without interierence by the clutch dog 36. The solenoid 46 is in deenergized condition while the power of the motor is interrupted due to the contacts 51 and 59 being open. Also, the pawl 61 is in engagement with the projection 32 on the cam 3| so as toret'ard backward or counterclockwise rotatlon of the clutch unit durlngthe period that the clutch is at rest.' Of course, so long as the solenoid remains deenergized,'the trip lever 51 remains in its inactive position shown in Fig ure 6, its own weight combined with that of the solenoid plunger 49 being suflicient to cause the trip lever to assume such inactive position.

Upon .energization of the solenoid, which occurs when the register-actuating switch 62 (see Figure 15) is momentarily closed, the trip lever 5| is caused to move upwardly about its pivot 52 with the result that the outer end thereof engages the laterally extending pin 64 of the stop bar and shifts the latter out of engagement with the cam plates 32 and 33 of the switch and the dog 36 embraced between said cam plates. Immediately that the stop bar is so disengaged from the clutch, the dog 36, under the influence of the compression spring 39 (see Figures 11 and 12) swings inwardly about its pivot 31 to permit its tooth 38 to be engaged by one of the teeth of the ratchet 43. Simultaneously, the contacts 51and'59c1osefunder the influence of the spring 58, thereby completing the circuit to the driving motor 46 which then operates to drive the shaft 2i and through it the clutch unit as a whole. -It will be observed at this point that at the instant the'stop bar 63 is lifted outof engagement witnthe cam' plates 32-33 or the clutch by the'action of the trip lever 51, the clutch dog 36 swings into the position shown in Figure 7 to underlie the pin 64 of the stop bar and soprevents engagement of the-stop bar with the edges-35 of the cam plateau-33. Inasmuch as the dog-36 is locked to the ratchet 43, continued rotation of the motor shaft imparts corresponding rotation to the dog and to the plates 32-43, the latter being'seoured to the dog by the dog pivotpin 31.

Asthe clutch unit continues to rotate in clockwise direction by the motive power imparted thereto by the motor IS, a point is reached, as shown in Figure .8, at which, the projection 62 of the cam 3| engages the roller '16 of the spring-pressed" bell-ringing lever 1l, it being observed that as thesaid projection 32 of the cam 3i swings the lever 1| into the position shown in Figure 8 and then continues beyond the roller-'16, the lever 11 is released and under the influence of the tensionsprlng I5 snaps back into its original position to thereby cause the bell clapper to strike the bell. As clearly appears in Figure 8, the trip lever 51 is returned to its initial inactive position due to the deenergiaatlon of the solenoid 48.

The clutch unit continues to rotate in clockwise direction to make 'a complete revolution.

. parent that for Figure 9 showing the unit at the instant just prior to completing one or said revolutions. In this position of the clutch unit, the radial edges of the cam plates 32 and 33 as well as the radial face of the dog 36 are in position to engage the stop bar 63 which is normally pressed into its position shown by the coil spring 65 (see Fig. 10.)

As the radial face oi. the dog 36 engages the stop bar 63, continued rotation of the clutch unit causes the said dog to shift the stop bar 63 against its fixed abutment 65 (see Fig. 3) to thereby open the contacts 51 and 59. As the stop bar 63 is limited in its further movement by engagement with the said abutment 66, continued rotation of the clutch unit causes the do 36 to swing outwardly about its pivot 31 against the restraining influence oi the spring 39 and so eilects theseparatlon of the contacts 51 and 59 as shown in Figure 6. However. in order to effect the opening of the contacts 51 and 59 and the disengagement or the clutch, it is not necessary for the stopbar 63 to engage the abutment 65 and the latter may in fact bedispensed with, it being simply necessary in such case to provide the spring 56 with suflicient force to counterbalance the restraining effort imposed on the clutch dog 36 by. its compression spring 39. When'theccntacts 51 and 69 have been opened to their full extent, continued rotation of the cam plates 32-33 and of the dog 36 will be interrupted, although the ratchet 43 may continue to rotate so long as power in the form of stored energy due to inertia is applied to its shaft 2|.

This completes the cycle of operation, during which a complete revolution of the clutch unit has resulted in the rotation of the numeral wheel ill to an extent suiilclent to present in the sight window or .the casing the next digit on the wheel, such digits appearing successively in said sight window for each successive complete rotation of the clutch unit. At this point, it will be observed that the spring-pressed pawl 61, upon return of the clutch unit to its initial start ing position, as shown in" Figure 6,,is in emagement with the rear side of the projection 32 on the bell-ringing cam 31 to thereby retard backward or counterclockwise motion of the clutch members, which would otherwise occur due to the action of the spring 39 on the dog 36 and of the spring 56 onthe stop bar 63.

From the, foregoing description or the operation of thepresent mechanism, it will be apeach momentary electrical impulse imparted to the solenoid 48 to energize the same, the clutch unit will be actuated to index the numeral 'wheeljll to the extentof a single numeral appearing .on the face thereof, each numeral being presented squarely in the center of the sight window, 19 upon each momentary actuation of the switch 32. Even though the motor continues to rotate under power or by coasting without power, the counter-actuating gears are rendered inoperative automatically as the. clutch unit completes a single revolution. Thus, overrunning or under-running of the register numerals with respect to the sight window is effectually preeluded. Should it be desired to register a number of fares in rapid sequence, all that is necessary is for the operator to maintain the switch 82 closed and so provide for continued energization of the solenoid 48. So long as the solenoid 48 remains so energized. the stop bar 63 is held in the position shown in Figure 'l and theclutch unit is then operative to permit the motor It to drive the counter-acting gears continuously for as many revolutions of the clutch unit as there are fares to be registered on the mechanism.

It will be understood, of course, that various modifications may be made in the electrical connections for governing the operation of the mechanism and it will be further apparent that a plurality of registers like that herein described may be operated from a single shaft driven by a single motor. each register having operatively associated therewith an individual clutch unit, the several solenoids for controlling the operation of the several clutch units being suitably wired in circuit with a source of supply for selective energlzation thereof as may be desired. In such an arrangement, any one or more of the registers may be actuated as desired through the use oi -only asinglemotor.

While inthe mechanism as herein'hefore described, and as shown in the drawings, a solehold 48 is employed for electrically actuating a trip lever to trip the stop bar 63, it will be apparent that in lieu of this solenoid any suitable mechanical means may be employed for mechanically operatingthe trip lever 51 at the will of the operator or, if desired, the trip lever 5| may be entirely dispensedwith and suitable means employed for actuating directly the stop bar 63. In this latter connection, it is within the contemplation of the present invention to even eliminate the electrical contact elements 51 and 59 for controlling the operation of the motor and in place thereof employing a manually operated switch for controlling the operation of the motor 16. In such case, it would be necessary only to pivotally mount the stop bar B3 upon a fixed support therefor, the arrangement being such that as the stop bar 63 assumes its position shown in Figure 6, the drive shaft 2! is disconnected from the driven mechanism even though the motor continues to operate under power supplied thereto. 1,

Also, it will be understood that while the mechanism of the present invention has been shown and described in relation to a fare register, it is applicable for use with various mechanisms wherein it may be desirable to insure accurate indexing orstep by .step rotation of a driven member. Accordingly, the present invention is not intended to be limited for use in connection'with a fare register as herein shown and described but may in fact be embodied in any apparatus the operation of which may be facilitated by the fuse of a clutch unit constructed in accordance with and embodying the principles of the present invention.

It will be understood that various changes and modifications may be made from tlme'to time without departing from the real spirit or general principles of the invention and it is, accord ingly, intended to claim the same broadly, as well as specifically. as indicated in the appended claims.

What is claimed as new and useful is:

1. In a clutch mechanism bf the character described, in combination, a main driving shaft, a driven shaft operatively associated therewith, a toothed member secured to the driving shaft for rotation therewith, a cam plate disposed for free rotation about said shaft, said cam plate being provided with a peripheral edge the radial distance of which from the center of the plate gradually increases throughout the full extent thereof to thereby provide at a given point in the peripheral edge of the plate an abrupt radially extending shoulder, a spring-pressed dog pivotally mounted upon one side of said plate, said dog being arranged for pivotal movement in the plane of rotation of said member and being adapted for toothed engagement with the latter, and a stop engageable by said dog upon rotation of said cam "plate to shift said dog out of engagement with said member whereby to render said driving shaft freely rotatable with respect to said cam plate, said stop being springpressed to constantly enga e the peripheral edge of said cam plate and being adapted automatically to engage said dog as said radial shoulder of the cam approaches said stop.

2. In a clutch mechanism of the character described, in combination. a main driving :shaft, a driven shaft operatively associated therewith, a ratchet secured to the driving shaft forrotation therewith, a cam plate disposed for free rotation about said shaft,- said cam plate being provided with a peripheral edge the radial distance of which from the centerv of the plate gradually increases throughout the full extent thereof to thereby provide at a given pointin the peripheral edge of the plate an abrupt radially extending shoulder, a spring-pressed dog pivotally mounted upon one side of said plate, said dog being arranged for pivotal movement in the plane of rotation of said ratchet and being adapted for toothed engagement with the latter, a stop engageable by said-dog upon rotation of said cam plate to shift said dog out of engage ment with said ratchet whereby to render said driving shaft freely rotatable with respect to said cam plate, said stop being spring-pressed to constantly engage the peripheral edge of said earn plate and being adapted automatically to engage said dog as said radial shoulder of the cam approaches said stop, and means vfor tripping said stop at will whereby to render the same ineffective to hold the dog out of engagement with said ratchet.

3. In a clutch mechanism of the character described, in combination, a main driving shaft, a driven shaft operatively associated therewith, a toothed member secured to said driving shaft for rotation therewith, a cam plate freely rotatable about said drive shaft and so operatively associated with said driven shaft that upon rotation of said cam plate corresponding rotation is imparted to said driven shaft, the peripheral edge of said cam plate being of spiral form to provide a camming surface of gradually increasing radius with respect to the axis of rotation of the plate, the low spot or point of least radius of the cam being separated from the high spot or point of maximum radius .by an abrupt shoulder extending radially of the cam plate, a springpressed clutch dog pivotally mounted upon said cam plate for rotation therewith about the axis of the driving shaft, said clutch dog being disposed for pivotal movement into and out of engagement with said member, one extremity of said clutch dog extending freely beyond the low spot on the cam plate, and a stop in engagement with said cam plate and adapted to engage said free end of the clutch dog to interrupt the rotation of the latter and its supporting cam plate simultaneously as said clutch dog is urged about its pivot outwardly from the center of rotation of the main shaft to thereby disconnect it from said toothed member.

4. In a clutch mechanism of the character described, in combination, a main driving shaft, a driven shaft operativeiy associated therewith, and a clutch unit operative to effect a driving connection between said driving and driven shafts, said clutch unit including a toothed member secured to the driving shaft for rotation therewith, a plate freely rotatable about said drive shaft and geared to said driven shaft, said plate being in the form of a cam having a peripheral edge the radial distance of which from the center of the plate gradually increases throughout the circumferential extent thereof to thereby provide at a given point in the peripheral edge of the plate an abrupt radially extending shoulder, a spring-pressed element secured to said plate for pivotal movement in the plane of rotation of said ratchet, said element being toothed for engagement with said member, the spring-pressed bias on said element being such as to normally maintain said element in toothed engagement with said member whereby rotation of the latter imparts corresponding rotation to said plate and the driven shaft geared to the latter, and a detent which is spring-biased to constantly engage the peripheral cam edge of said plate, said pivoted element on said plate having a free end adapted to engage said detent to arrest the rotation thereof simultaneously as it is shifted out of engagement with said memher to thereby disconnect the driving shaft from said driven shaft.

HARRY YALE MAGEOCH. 

